Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / Avanços tecnológicos no ramo das ciências dos materiais e de processos construtivos, combinado a um cenário econômico favorável, têm levado a um crescimento substancial na construção de edifícios de múltiplos andares pelo mundo. Estes edifícios têm sido construídos com estruturas cada vez mais arrojadas e com elevados níveis de esbeltez, tornando-se verdadeiras obras de arte. Todavia, a compatibilidade dos requisitos arquitetônicos com as condições necessárias de estabilidade de tais estruturas é fundamental, e requer dos engenheiros civis um conhecimento teórico substancial desde a concepção do projeto estrutural até o processo construtivo propriamente dito. Assim sendo, o objetivo desta dissertação de mestrado é o de investigar o comportamento estrutural de um edifício de 20 pavimentos misto (aço-concreto) submetido às ações de cargas de vento não determinísticas. No núcleo interno da edificação três tipos de contraventamentos são empregados e analisados. De forma semelhante, no desenvolvimento do modelo computacional são empregadas técnicas usuais de discretização, via método dos elementos finitos, por meio do programa Ansys. Assim, a resposta dinâmica não determinística do modelo estrutural, em termos dos valores máximos médios dos deslocamentos e das acelerações, é obtida e comparada com os valores limites propostos por normas e recomendações de projeto. / Technological advances of material sciences and construction processes, combined with a favorable economic scenario, have brought a substantial growth into the construction of multi-storey buildings around the world. These buildings have been constructed with increasingly daring structures and with greater slenderness, and have become true works of art. However, the compatibility between the requirements of architecture and the necessary conditions for stability is essential and it requires a substantial amount of theoretical knowledge from the civil engineers related to structural design and construction processes. Therefore, this research work aims to investigate the structural behaviour of a 20 story (steel-concrete) composite building, when submitted to the non-deterministic wind dynamic actions. In the buildings interior core three types of bracings are presented and analysed. Similary, in the development of the computational model, usual mesh refinement techniques are presented in finite element method simulations, and implemented in the Ansys program. The investigated structural model non-deterministic dynamic response, in terms of displacements and peak accelerations, is obtained and then compared to the limiting values proposed by several authors and design standards.

Master’s thesis deals with aerodynamic heating of launch vehicle during ascent phase by using CFD simulation. Ascent trajectory and payload fairing geometry is design using data of existing small launch vehicles. Critical flight regimes are identified using 2D calculations, and in these regimes analysis is performed by axially symmetric simulations. Simulation results are compared to values obtained from theoretical and semi-empirical calculations.

El sector agrícola genera un gran impacto en el desarrollo económico del Perú y uno de los cereales más importantes es el arroz. Dentro de las principales ciudades arroceras se encuentra Camaná, en donde se realizaron entrevistas a los agricultores de la región, lo que evidenció que se realizaban actividades empíricas en los procesos logísticos, por lo que, causa que se produzcan desperdicios, como bienes almacenados en mal estado, pedidos disconformes en las compras y carencias en la distribución. Por lo tanto, el objetivo de esta investigación es diseñar un modelo de Gestión Logística, mediante la estandarización de procesos bajo un enfoque de metodología Lean, con el fin de aumentar la productividad del arroz. Para ello, se realizó una revisión de literatura que sustente la viabilidad de la metodología. Finalmente, se espera que la aplicabilidad de esta metodología mejore la productividad y que se pueda aplicar en diversas zonas arroceras del Perú. / The agricultural sector has a great impact on Peru's economic development and one of the most important cereals is rice. Among the main rice cities is Camaná, where interviews were conducted with farmers in the region, which showed that empirical activities were carried out in the logistics processes, causing waste, such as goods stored in poor condition, non-conforming orders in purchases and shortcomings in distribution. Therefore, the objective of this research is to design a Logistics Management model, through the standardization of processes under a Lean methodology approach, in order to increase rice productivity. For this purpose, a literature review was conducted to support the feasibility of the methodology. Finally, it is expected that the applicability of this methodology will improve productivity and that it can be applied in various rice-growing areas of Peru. / Trabajo de investigación

This thesis deals with computing the pressure distribution around a swimming slender fish and the thrust generated by its flapping motion. The body of the fish is modeled as a missile like slender body to which a tail is attached that is modeled as a swept wing. The tail is attached to the tip of the slender body and maintains its slope with it. The motion for the swimming fish is prescribed. The fluid flow is modeled as an unsteady potential flow problem with the flow around the slender body modeled as flow over an array of cylinders of varying radii and the flow over the swept wing modeled using the vortex panel method. The pressure distribution is computed using the unsteady Bernoulli equation. The overall thrust & drag for different parameters are studied and compared

Em geral, uma embarcação de planeio é projetada para atingir elevados níveis de velocidade. Esse atributo de desempenho está diretamente relacionado ao porte da embarcação e à potência instalada em sua planta propulsiva. Tradicionalmente, durante o projeto de uma embarcação, as análises de desempenho são realizadas através de resultados de embarcações já existentes, retirados de séries sistemáticas ou de embarcações já desenvolvidas pelo estaleiro e/ou projetista. Além disso, a determinação dos atributos de desempenho pode ser feita através de métodos empíricos e/ou estatísticos, onde a embarcação é representada através de seus parâmetros geométricos principais; ou a partir de testes em modelos em escala reduzida ou protótipos. No caso específico de embarcações de planeio, o custo dos testes em escala reduzida é muito elevado em relação ao custo de projeto. Isso faz com que a maioria dos projetistas não opte por ensaios experimentais das novas embarcações em desenvolvimento. Ao longo dos últimos anos, o método de Savitsky foi largamente utilizado para se realizar estimativas de potência instalada de uma embarcação de planeio. Esse método utiliza um conjunto de equações semi-empíricas para determinar os esforços atuantes na embarcação, a partir dos quais é possível determinar a posição de equilíbrio de operação e a força propulsora necessária para navegar em uma dada velocidade. O método de Savitsky é muito utilizado nas fases iniciais de projeto, onde a geometria do casco ainda não foi totalmente definida, pois utiliza apenas as características geométricas principais da embarcação para realização das estimativas de esforços. À medida que se avança nas etapas de projeto, aumenta o detalhamento necessário das estimativas de desempenho. Para a realização, por exemplo, do projeto estrutural é necessária uma estimativa do campo de pressão atuante no fundo do casco, o qual não pode ser determinado pelo método de Savitsky. O método computacional implementado nesta dissertação, tem o objetivo de determinar as características do escoamento e o campo de pressão atuante no casco de uma embarcação de planeio navegando em águas calmas. O escoamento é determinado através de um problema de valor de contorno, no qual a superfície molhada no casco é considerada um corpo esbelto. Devido ao uso da teoria de corpo esbelto o problema pode ser tratado, separadamente, em cada seção, onde as condições de contorno são forçadamente respeitadas através de uma distribuição de vórtices. / Generally, a planing craft is designed to achieve high speed levels. This performance attribute is directly related to the boat size and to the propeller plant power. Traditionally, during a boat design, performance analyses are carried out using results taken from systematic series or from others boat previously build by the shipyard and/or designer. Furthermore, performance attributes can be calculated by semi-empirical and/or statistic methods or by tests of reduced scale models. In the specific case of planing boats, the costs of reduced scale tests are too high compared to the design cost itself. Because of this, most designers do not perform experimental tests during the development of new boats. During the last years, the Savitsky method was extensively used to estimate planing craft effective power. The method uses a set of semi-empirical equations to calculate the forces acting on the boat, from which the equilibrium position and the required propeller thrust are determined. During the preliminary phases of planing craft design, the hull geometry hasn\'t been fully defined. Therefore, the Savitsky method is widely used during this phase, because it uses only the main geometrical characteristics to estimate the forces acting on the hull. Advancing toward the final phases of the design process, more detailed information is required. To execute the structural design, for example, the pressure field acting on the hull must be known, which can\'t be estimate using the Savitsky method. The main objective of the present study is to implement a computer method that can be used to estimate the fluid flow and pressure field acting on the hull of a boat moving with forward speed constant in calm water. The fluid flow around the hull is treated as a boundary value problem, in which the wetted hull surface is considered a slender body. The slender body theory enables to solve the problem separately, in each transverse section, where boundary conditions are respected by a sheet of vortices.

Hypersonic vehicles are exposed to severe heating loads during their flight in the atmosphere. In order to minimize the heating problem, a variety of cooling techniques are presently available for hypersonic blunt bodies. Introduction of a forward-facing cavity in the nose tip of a blunt body configuration of hypersonic vehicle is one of the most simple and attractive methods of reducing the convective heating rates on such a vehicle. In addition to aerodynamic heating, the overall drag force experienced by vehicles flying at hypersonic speeds is predominate due to formation of strong shock waves in the flow. Hence, the effective management of heat transfer rate and aerodynamic drag is a primary element to the success of any hypersonic vehicle design. So, precise information on both aerodynamic forces and heat transfer rates are essential in deciding the performance of the vehicle. In order to address the issue of both forces and heat transfer rates, right kind of measurement techniques must be incorporated in the ground-based testing facilities for such type of body configurations. Impulse facilities are the only devices that can simulate high altitude flight conditions. Uncertainties in test flow conditions of impulse facilities are some of the critical issues that essentially affect the final experimental results. Hence, more reliable and carefully designed experimental techniques/methodologies are needed in impulse facilities for generating experimental data, especially at hypersonic Mach numbers. In view of the above, an experimental program has been initiated to develop novel techniques of measuring both the aerodynamic forces and surface heat transfer rates. In the present investigation, both aerodynamic forces and surface heat transfer rates are measured over the test models at hypersonic Mach numbers in IISc hypersonic shock tunnel HST-2, having an effective test time of 800 s. The aerodynamic coefficients are measured with a miniature type accelerometer based balance system where as platinum thin film sensors are used to measure the convective heat transfer rates over the surface of the test model. An internally mountable accelerometer based balance system (three and six-component) is used for the measurement of aerodynamic forces and moment coefficients acting on the different test models (i.e., blunt cone with after body, blunt cone with after body and frustum, blunt cone with after body-frustum-triangular fins and sharp cone with after body-frustum-triangular fins), flying at free stream Mach numbers of 5.75 and 8 in hypersonic shock tunnel. The main principle of this design is that the model along with the internally mounted accelerometer balance system are supported by rubber bushes and there-by ensuring unrestrained free floating conditions of the model in the test section during the flow duration. In order to get a better performance from the accelerometer balance system, the location of accelerometers plays a vital role during the initial design of the balance. Hence, axi-symmetric finite element modeling (FEM) of the integrated model-balance system for the missile shaped model has been carried out at 0° angle of attack in a flow Mach number of 8. The drag force of a model was determined using commercial package of MSC/NASTRAN and MSC/PATRAN. For test flow duration of 800 s, the neoprene type rubber with Young’s modulus of 3 MPa and material combinations (aluminum and stainless steel material used as the model and balance) were chosen. The simulated drag acceleration (finite element) from the drag accelerometer is compared with recorded acceleration-time history from the accelerometer during the shock tunnel testing. The agreement between the acceleration-time history from finite-element simulation and measured response from the accelerometer is very good within the test flow domain. In order to verify the performance of the balance, tests were carried out on similar standard AGARD model configurations (blunt cone with cylinder and blunt cone with cylinder-frustum) and the results indicated that the measured values match very well with the AGARD model data and theoretically estimated values. Modified Newtonian theory is used to calculate the aerodynamic force coefficient analytically for various angles of attack. Convective surface heat transfer rate measurements are carried out by using vacuum sputtered platinum thin film sensors deposited on ceramic substrate (Macor) inserts which in turn are embedded on the metallic missile shaped body. Investigations are carried out on a model with and without fin configurations in HST-2 at flow Mach number of 5.75 and 8 with a stagnation enthalpy of 2 MJ/kg for zero degree angle of attack. The measured heating rates for the missile shaped body (i.e., with fin configuration) are lower than the predicted stagnation heating rates (Fay-Riddell expression) and the maximum difference is about 8%. These differences may be due to the theoretical values of velocity gradient used in the empirical relation. The experimentally measured values are expressed in terms of normalized heat transfer rates, Stanton numbers and correlated Stanton numbers, compared with the numerically estimated results. From the results, it is inferred that the location of maximum heating occurs at stagnation point which corresponds to zero velocity gradient. The heat-transfer ratio (q1/Qo)remains same in the stagnation zone of the model when the Mach number is increased from 5.75 to 8. At the corners of the blunt cone, the heat transfer rate doesn’t increase (or) fluctuate and the effects are negligible at two different Mach numbers (5.75 and 8). On the basis of equivalent total enthalpy, the heat-transfer rate with fin configuration (i.e., at junction of cylinder and fins) is slightly higher than that of the missile model without fin. Attempts have also been made to evaluate the feasibility of using forward facing cavity as probable technique to reduce the heat transfer rate and to study its effect on aerodynamic coefficients on a 41° apex angle missile shaped body, in hypersonic shock tunnel at a free stream Mach number of 8. The forward-facing circular cavities with two different diameters of 6 and 12 mm are chosen for the present investigations. Experiments are carried out at zero degree angle of attack for heat transfer measurements. About 10-25 % reduction in heat transfer rates is observed with cavity at gauge locations close to stagnation region, whereas the reduction in surface heat transfer rate is between 10-15 % for all other gauge locations (which is slightly downstream of the cavity) compared with the model without cavity. In order to understand the influence of forward facing cavities on force coefficients, measurement of aerodynamic forces and moment coefficients are also carried out on a missile shaped body at angles of attack. The same six component balance is also being used for subsequent investigation of force measurement on a missile shaped body with forward facing cavity. Overall drag reductions of up to 5 % is obtained for a cavity of 6 mm diameter, where as, for the 12 mm cavity an increase in aerodynamic drag is observed (up to about 10%). The addition of cavity resulted in a slight increase in the missile L/D ratio and did not significantly affect the missile lateral components. In summary, the designed balances are found to be suitable for force measurements on different test models in flows of duration less than a millisecond. In order to compliment the experimental results, axi-symmetric, Navier-Stokes CFD computations for the above-defined models are carried out for various angles of attack using a commercial package CFX-Ansys 5.7. The experimental free stream conditions obtained from the shock tunnel are used for the boundary conditions in the CFD simulation. The fundamental aerodynamic coefficients and heat transfer rates of experimental results are shown to be in good agreement with the predicted CFD. In order to have a feeling of the shock structure over test models, flow visualization experiments have been carried out by using the Schlieren technique at flow Mach numbers of 5.75 and 8. The visualized shock wave pattern around the test model consists of a strong bow shock which is spherical in shape and symmetrical over the forebody of the cone. Experimentally measured shock stand-off distance compare well with the computed value as well as the theoretically estimated value using Van Dyke’s theory. These flow visualization experiments have given a factual proof to the quality of flow in the tunnel test section.

The properties of natural soil are inherently variable and influence design decisions in geotechnical engineering. Apart from the inherent variability of the soil, the variability may arise due to measurement of soil properties in the field or laboratory tests and model errors. These wide ranges of variability in soil are expressed in terms of mean, variance and autocorrelation function using probability/reliability based models. The most common term used in reliability based design is the reliability index, which is a probabilistic measure of assurance of performance of structure. The main objective of the reliability based design is to quantify probability of failure/reliability of a geotechnical system considering variability in the design parameters and associated safety. In foundation design, reliability based design is useful compared to deterministic factor of safety approach. Several design codes of practice recommend the use of limit state design concept based on probabilistic models, and suggest that, development of reliability based design methodologies for practical use are of immense value. The objective of the present study is to propose reliability based design methodologies for pile foundations under static and seismic loads. The work presented in this dissertation is subdivided into two parts, namely design of pile foundations under static vertical and lateral loading; and design of piles under seismic loading, embedded in non-liquefiable and liquefiable soil. The significance of consideration of variability in soil parameters in the design of pile foundation is highlighted. A brief review of literature is presented in Chapter 2 on current pile design methods under vertical, lateral and seismic loads. It also identifies the scope of the work. Chapter 3 discusses the methods of analysis which are subsequently used for the present study. Chapter 4 presents the reliability based design methodology for vertically and laterally loaded piles based on cone penetration test data for cohesive soil. CPT data from Konaseema area in India is used for analysis. Ultimate limit sate and serviceability limit state are considered for reliability based design using CPT data and load displacement curves. Chapter 5 presents the load resistance factor design (LRFD) of vertically and laterally loaded piles based on load test data. Reliability based code calibrated partial factors are determined considering bias in failure criteria, model bias and variability in load and resistance. Chapter 6 illustrates a comprehensive study on the effect of soil spatial variability on response of vertically and laterally loaded pile foundations in undrained clay. Two-dimensional finite difference program, FLAC2D (Itasca 2005) is used to model the soil and pile. The response of pile foundations due to the effect of variance and spatial correlation of undrained shear strength is studied using Monte Carlo simulation. The influence of spatial variability on the propagation and formation of failure near the pile foundation is also examined. Chapter 7 describes reliability based design methodology of piles in non-liquefiable soil. The seismic load on pile foundation is determined from code specified elastic design response spectrum using pseudo-static approach. Variability in seismic load and soil undrained shear strength are incorporated. The effects of soil relative densities, pile diameters, earthquake predominant frequencies and peak acceleration values on the two plausible failure mechanisms; bending and buckling are examined in Chapter 8. The two-dimensional finite difference analysis is used for dynamic analysis. A probabilistic approach is proposed to identify governing failure modes of piles in liquefiable soil in Chapter 9. The variability in the soil parameters namely SPT-N value, friction angle, shear modulus, bulk modulus, permeability and shear strain at 50% of modulus ratio is considered. Monte Carlo simulation is used to determine the probability of failure. A well documented case of the failed pile of Showa Bridge in 1964 Niigata earthquake is considered as case example. Based on the studies reported in this dissertation, it can be concluded that the reliability based design of pile foundations considering variability and spatial correlation of soil enables a rational choice of design loads. The variability in the seismic design load and soil shear strength can quantify the risk involved for pile design in a rational basis. The identification of depth of liquefiable soil layer is found to be most important to identify failure mechanisms of piles in liquefiable soil. Considerations of soil type, earthquake intensity, predominant frequency of earthquake, pile material, variability of soil are also significant.

Sandwich panels comprise a thick, light-weight plastic foam such as polyurethane, polystyrene or mineral wool sandwiched between two relatively thin steel faces. One or both steel faces may be flat, lightly profiled or fully profiled. Until recently sandwich panel construction in Australia has been limited to cold-storage buildings due to the lack of design methods and data. However, in recent times, its use has increased significantly due to their widespread structural applications in building systems. Structural sandwich panels generally used in Australia comprise of polystyrene foam core and thinner (0.42 mm) and high strength (minimum yield stress of 550 MPa and reduced ductility) steel faces bonded together using separate adhesives. Sandwich panels exhibit various types of buckling behaviour depending on the types of faces used. Three types of buckling modes can be observed which are local buckling of plate elements of fully profiled faces, flexural wrinkling of flat and lightly profiled faces and mixed mode buckling of lightly profiled faces due to the interaction of local buckling and flexural wrinkling. To study the structural performance and develop appropriate design rules for sandwich panels, all these buckling failure modes have to be investigated thoroughly. A well established analytical solution exists for the design of flat faced sandwich panels, however, the design solutions for local buckling of fully profiled sandwich panels and mixed mode buckling of lightly profiled sandwich panels are not adequate. Therefore an extensive research program was undertaken to investigate the local buckling behaviour of fully profiled sandwich panels and the mixed mode buckling behaviour of lightly profiled sandwich panels. The first phase of this research was based on a series of laboratory experiments and numerical analyses of 50 foam-supported steel plate elements to study the local buckling behaviour of fully profiled sandwich panels made of thin steel faces and polystyrene foam core covering a wide range of b/t ratios. The current European design standard recommends the use of a modified effective width approach to include the local buckling effects in design. However, the experimental and numerical results revealed that this design method can predict reasonable strength for sandwich panels with low b/t ratios (< 100), but it predicts unconservative strengths for panels with slender plates (high b/t ratios). The use of sandwich panels with high b/t ratios is very common in practical design due to the increasing use of thinner and high strength steel plates. Therefore an improved design rule was developed based on the numerical results that can be used for fully profiled sandwich panels with any practical b/t ratio up to 600. The new improved design rule was validated using six full-scale experiments of profiled sandwich panels and hence can be used to develop safe and economical design solutions. The second phase of this research was based on a series of laboratory experiments and numerical analyses on lightly profiled sandwich panels to study the mixed mode buckling behaviour due to the interaction of local buckling and flexural wrinkling. The current wrinkling formula, which is a simple modification of the methods utilized for flat panels, does not consider the possible interaction between these two buckling modes. As the rib depth and width of flat plates between the ribs increase, flat plate buckling can occur leading to the failure of the entire panel due to the interaction between local buckling and wrinkling modes. Experimental and numerical results from this research confirmed that the current wrinkling formula for lightly profiled sandwich panels based on the elastic half-space method is inadequate in its present form. Hence an improved equation was developed based on validated finite element analysis results to take into account the interaction of the two buckling modes. This new interactive buckling formula can be used to determine the true value of interactive buckling stress for safe and economical design of lightly profiled sandwich panels. This thesis presents the details of experimental investigations and finite element analyses conducted to study the local buckling behaviour of fully profiled sandwich panels and the mixed mode buckling behaviour of lightly profiled sandwich panels. It includes development and validation of suitable numerical and experimental models, and the results. Current design rules are reviewed and new improved design rules are developed based on the results from this research.

Due to the emergence of new materials and advanced engineering technology, slender footbridges are increasingly becoming popular to satisfy the modern transportation needs and the aesthetical requirements of society. These structures however are always &quotlively" with low stiffness, low mass, low damping and low natural frequencies. As a consequence, they are prone to vibration induced by human activities and can suffer severe vibration serviceability problems, particularly in the lateral direction. This phenomenon has been evidenced by the excessive lateral vibration of many footbridges worldwide such as the Millennium Bridge in London and the T-Bridge in Japan. Unfortunately, present bridge design codes worldwide do not provide sufficient guidelines and information to address such vibrations problems and to ensure safety and serviceability due to the lack of knowledge on the dynamic performance of such slender vibration sensitive bridge structures. A conceptual study has been carried out to comprehensively investigate the dynamic characteristics of slender suspension footbridges under human-induced dynamic loads and a footbridge model in full size with pre-tensioned reverse profiled cables in the vertical and horizontal planes has been proposed for this purpose. A similar physical suspension bridge model was designed and constructed in the laboratory, and experimental testings have been carried out to calibrate the computer simulations. The synchronous excitation induced by walking has been modelled as crowd walking dynamic loads which consist of dynamic vertical force, dynamic lateral force and static vertical force. The dynamic behaviour under synchronous excitation is simulated by resonant vibration at the pacing rate which coincides with a natural frequency of the footbridge structure. Two structural analysis software packages, Microstran and SAP2000 have been employed in the extensive numerical analysis. Research results show that the structural stiffness and vibration properties of suspension footbridges with pre-tensioned reverse profiled cables can be adjusted by choosing different structural parameters such as cable sag, cable section and pretensions in the reverse profiled cables. Slender suspension footbridges always have four main kinds of vibration modes: lateral, torsional, vertical and longitudinal modes. The lateral and torsional modes are often combined together and become two kinds of coupled modes: coupled lateral-torsional modes and coupled torsionallateral modes. Such kind of slender footbridges also have different dynamic performance in the lateral and vertical directions, and damping has only a small effect on the lateral vibration but significant effect on the vertical one. The fundamental coupled lateral-torsional mode and vertical mode are easily excited when crowd walking dynamic loads are distributed on full bridge deck. When the crowd walking dynamic loads are distributed eccentrically on half width of the deck, the fundamental coupled torsional-lateral mode can be excited and large lateral deflection can be induced. Higher order vertical modes and coupled lateral-torsional modes can also be excited by groups of walking pedestrians under certain conditions. It is found that the coupling coefficient introduced in this thesis to describe the coupling of a coupled mode, is an important factor which has significant effect on the lateral dynamic performance of slender suspension footbridges. The coupling coefficient, however, is influenced by many structural parameters such as cable configuration, cable section, cable sag, bridge span and pre-tensions, etc. In general, a large dynamic amplification factor is expected when the fundamental mode of a footbridge structure is the coupled lateral-torsional mode with a small coupling coefficient. The research findings of this thesis are useful in understanding the complex dynamic behaviour of slender and vibration sensitive suspension footbridges under humaninduced dynamic loads. They are also helpful in developing design guidance and techniques to improve the dynamic performance of such slender vibration sensitive footbridges and similar structures and hence to ensure their safety and serviceability.

Em geral, uma embarcação de planeio é projetada para atingir elevados níveis de velocidade. Esse atributo de desempenho está diretamente relacionado ao porte da embarcação e à potência instalada em sua planta propulsiva. Tradicionalmente, durante o projeto de uma embarcação, as análises de desempenho são realizadas através de resultados de embarcações já existentes, retirados de séries sistemáticas ou de embarcações já desenvolvidas pelo estaleiro e/ou projetista. Além disso, a determinação dos atributos de desempenho pode ser feita através de métodos empíricos e/ou estatísticos, onde a embarcação é representada através de seus parâmetros geométricos principais; ou a partir de testes em modelos em escala reduzida ou protótipos. No caso específico de embarcações de planeio, o custo dos testes em escala reduzida é muito elevado em relação ao custo de projeto. Isso faz com que a maioria dos projetistas não opte por ensaios experimentais das novas embarcações em desenvolvimento. Ao longo dos últimos anos, o método de Savitsky foi largamente utilizado para se realizar estimativas de potência instalada de uma embarcação de planeio. Esse método utiliza um conjunto de equações semi-empíricas para determinar os esforços atuantes na embarcação, a partir dos quais é possível determinar a posição de equilíbrio de operação e a força propulsora necessária para navegar em uma dada velocidade. O método de Savitsky é muito utilizado nas fases iniciais de projeto, onde a geometria do casco ainda não foi totalmente definida, pois utiliza apenas as características geométricas principais da embarcação para realização das estimativas de esforços. À medida que se avança nas etapas de projeto, aumenta o detalhamento necessário das estimativas de desempenho. Para a realização, por exemplo, do projeto estrutural é necessária uma estimativa do campo de pressão atuante no fundo do casco, o qual não pode ser determinado pelo método de Savitsky. O método computacional implementado nesta dissertação, tem o objetivo de determinar as características do escoamento e o campo de pressão atuante no casco de uma embarcação de planeio navegando em águas calmas. O escoamento é determinado através de um problema de valor de contorno, no qual a superfície molhada no casco é considerada um corpo esbelto. Devido ao uso da teoria de corpo esbelto o problema pode ser tratado, separadamente, em cada seção, onde as condições de contorno são forçadamente respeitadas através de uma distribuição de vórtices. / Generally, a planing craft is designed to achieve high speed levels. This performance attribute is directly related to the boat size and to the propeller plant power. Traditionally, during a boat design, performance analyses are carried out using results taken from systematic series or from others boat previously build by the shipyard and/or designer. Furthermore, performance attributes can be calculated by semi-empirical and/or statistic methods or by tests of reduced scale models. In the specific case of planing boats, the costs of reduced scale tests are too high compared to the design cost itself. Because of this, most designers do not perform experimental tests during the development of new boats. During the last years, the Savitsky method was extensively used to estimate planing craft effective power. The method uses a set of semi-empirical equations to calculate the forces acting on the boat, from which the equilibrium position and the required propeller thrust are determined. During the preliminary phases of planing craft design, the hull geometry hasn\'t been fully defined. Therefore, the Savitsky method is widely used during this phase, because it uses only the main geometrical characteristics to estimate the forces acting on the hull. Advancing toward the final phases of the design process, more detailed information is required. To execute the structural design, for example, the pressure field acting on the hull must be known, which can\'t be estimate using the Savitsky method. The main objective of the present study is to implement a computer method that can be used to estimate the fluid flow and pressure field acting on the hull of a boat moving with forward speed constant in calm water. The fluid flow around the hull is treated as a boundary value problem, in which the wetted hull surface is considered a slender body. The slender body theory enables to solve the problem separately, in each transverse section, where boundary conditions are respected by a sheet of vortices.